EP0432404A2 - Commande de soupape pour soupapes de distribution de moteurs à combustion interne - Google Patents

Commande de soupape pour soupapes de distribution de moteurs à combustion interne Download PDF

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Publication number
EP0432404A2
EP0432404A2 EP90119505A EP90119505A EP0432404A2 EP 0432404 A2 EP0432404 A2 EP 0432404A2 EP 90119505 A EP90119505 A EP 90119505A EP 90119505 A EP90119505 A EP 90119505A EP 0432404 A2 EP0432404 A2 EP 0432404A2
Authority
EP
European Patent Office
Prior art keywords
control
valve
piston
line
working
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP90119505A
Other languages
German (de)
English (en)
Other versions
EP0432404A3 (en
Inventor
Nunzio Dr.-Ing. D'alfonso
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MAN Truck and Bus SE
Original Assignee
MAN Nutzfahrzeuge AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MAN Nutzfahrzeuge AG filed Critical MAN Nutzfahrzeuge AG
Publication of EP0432404A2 publication Critical patent/EP0432404A2/fr
Publication of EP0432404A3 publication Critical patent/EP0432404A3/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F01L9/11—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34446—Fluid accumulators for the feeding circuit

Definitions

  • the invention relates to a valve control for gas exchange valves of internal combustion engines according to the preamble of claim 1.
  • a disadvantage of such a hydraulic valve control is that the valve movement is rigidly coupled to the predetermined movement sequence of the cam.
  • the invention is based on the object of making the valve control more variable compared to the movement predetermined by the cam profile.
  • a magnetically actuated control unit can be used to transmit or interrupt a movement transmitted by a cam to a working piston to a gas exchange valve, ie. that is, the valve movement is more independent of the movement imparted by the cam.
  • control unit An advantageous embodiment of the control unit can be found in claim 2.
  • the magnetically actuated control piston means that the movement imposed on a piston of the valve via the working piston and the cam can be interrupted at any time and at any time by releasing a pressure chamber.
  • the opening and closing of the valve can be controlled separately by means of two magnetically actuated control pistons. H. the flexibility in the movement of the valve is further improved.
  • valve actuation is to be interrupted at least twice, this can be found in claims 6 and 7.
  • FIG. 1 shows an exemplary embodiment of a valve control of a gas exchange valve 1.
  • a hydraulic circuit is interposed to control the gas exchange valve 1.
  • a cam 2 transmits its movement via a roller tappet 3 or the like to a working piston 4, which is guided in a working cylinder 5.
  • the working cylinder 5 is connected via a connecting line 6 to a lifting cylinder 7, in which a lifting piston 8 is guided, which is connected to the gas exchange valve 1.
  • the gas exchange valve 1 is held in the closed position by the valve spring 9.
  • the working cylinder 5 is connected to an automatic oil refill system 11 via a check valve 10.
  • This automatic oil refill 11 in vehicles consists of a reservoir 12 from which a pump 13 conveys pressure fluid into a reservoir 14.
  • a control line 17 branches off from the connecting line 6 and leads to a control unit 18. This can be actuated with a solenoid 19. This actuation could of course also be done electrohydraulically or electropneumatically.
  • the lifting magnet 19 transmits its movement to a control piston 20 which is guided in a control cylinder 21.
  • the control piston 20 has an annular groove 22 and a central bore 23 extending from the annular groove 22. The two cylinder spaces are connected to one another via a throttle 24.
  • the cam 2 actuates the working piston 4 via the roller tappet 3, which transmits its movement via the connecting line 6 to the reciprocating piston 8 hydraulically, so that the gas exchange valve 1 is opened against the force of the valve spring 9.
  • this opening process can only begin when the Control piston 20 shuts off control line 17.
  • the opening process is interrupted by the solenoid 19 displacing the control piston 20 until the control line 17 is connected to the return line 16 via the annular groove 22 and the central bore 23.
  • the solenoid 19 can be adapted to the desired conditions by energizing the solenoid 19.
  • the solenoid can of course be excited via electronics, not shown, so that the valve control can be decoupled from the movement of the gas exchange valve 1 caused by the shape of the cam 2 and the movement of the control piston 20 controlled by the electronics is superimposed on the valve movement.
  • a further flexibilization of the valve movement and a relief of the first control unit 18 is achieved according to FIG. 2 by connecting a second control unit 25 with the same structure and operation to the first control unit 18 in parallel with the connecting line 6 by means of a second control line 26.
  • the valve 1 can be opened by shutting off the annular groove 22 and the central bore 23 of the first control unit 18 via the control line 17, and closing the valve 1 can be initiated by releasing the second control line 26 via the central bore 23 of the second control unit 25.
  • the working piston 4 itself can take over the function of the control piston 20.
  • the working piston 4 has a control groove 27, which makes it possible to connect the lifting cylinder 7 of the valve 1 to the automatic oil refill system 11 via the connecting line 6, a bore 28 provided in the control piston 20, the control groove 27 and a throttle 10a. In this position of the control piston 20, the valve 1 closes by reducing the pressure in the connecting line 6 and the lifting cylinder 7.
  • the pressure in the automatic oil refill system 11 is not sufficient to open the valve 1 against the force of the valve spring 9, so that hydraulic fluid from the connecting line 6 when the control groove 27 is released, it can flow off via the control bore 29 and the throttle 10a. When the control bore 29 is shut off, however, the pressure to open the valve 1 can build up again.
  • control piston 20 Details of the control piston 20 are shown in FIGS. 3a and 3b.
  • FIG. 3a shows the control piston 20 at the beginning of the pressure build-up.
  • the pressure build-up in the connecting line 6 begins when the piston head 30 has passed over the control bore 29.
  • the pressure reduction can only start when the edge 27a of the control groove 27 clears the way via the bore 28 and a transverse bore 28a to the control bore 29.
  • the usable stroke is labeled "H”.
  • the opening phase of valve 1 (FIG. 3) is ended.
  • the closing process of the valve 1 is influenced by the throttling action of the control bore 29.
  • the throttling effect can be regulated by installing an adjustable throttle 10a in the control bore 29.
  • the end of the build-up of pressure is shown in detail in FIG. 3b.
  • the edge 27a releases the path of the pressure fluid from the bore 28 via the transverse bore 28a and the control groove 27 to the control bore 29.
  • the control piston 20 is provided with, for example, a helical oblique control edge 31 of the control groove 27.
  • the pressure reduction can be advanced or postponed.
  • the pressure reduction is brought forward, when turning it against the direction of the arrow.
  • the control edge 31 is passed over, pressure fluid can flow out via a part 20a of the control piston 20 with a reduced diameter and the control groove 27 to the control bore 29.
  • FIG. 4a shows the usable stroke "H" in the drawn position of the control piston 20.
  • FIG. 5 A variant with two control grooves 27 and 32 is shown in FIG. 5.
  • the control grooves can have different slopes.
  • the pressure build-up begins after driving over the piston crown 30 via the control line 29.
  • the first pressure reduction when valve 1 closes begins with the release of the first control groove 27 to the control bore 29.
  • a phase of valve opening then follows again. With further movement of the control piston 20, the pressure fluid is released from the way via the second control groove 32 to the control bore 29, so that the valve 1 (FIG. 1) closes again.
  • FIG. 5a shows the usable stroke for two successive openings of the valve 1 (H 1 and H 2 ).
  • control piston 20 has a first control edge 37 and a second control edge 38 of the control groove 27.
  • the pressure build-up above the control piston 20 begins when the first control edge 37 has passed over the control bore 29.
  • the closing of the valve 1 is initiated when the second control edge 38 clears the path of the pressure fluid to the control bore 29 again.
  • FIG. 6a A development of the control piston according to FIG. 6 is shown in FIG. 6a.
  • the usable stroke is denoted by H '.
  • FIG. 7 shows a special exemplary embodiment based on a development of the control piston 20. According to this embodiment, it is possible to generate two successive elevations of the valve 1 during an elevation of the cam 2 (FIG. 1). This is desirable in special cases, e.g. B. to increase the braking power of the towed engine.
  • This position corresponds to the elevation curve as it is shown as a function over the crank angle in FIG. 7a.
  • the valve is raised twice when the position of the control bore 29 relative to the control piston 20 has assumed the axis yy. In this case, the two successive elevations of the valve are determined by the distances H 1 and H 2 .
  • the elevation curve with two elevations of the valve 1 is shown in FIG. 7b as a function of the crank angle.
  • the second elevation of the valve after Gaswechel-UT proves to be useful in order to avoid an excessive compression end pressure in the case of a charged internal combustion engine at full load.
  • the inlet valve opens shortly after the gas exchange UT and pushes air back into a charge air line.
  • the compression begins at point A, so that despite the high charge air pressure, the compression end pressure does not reach an impermissibly high value due to the smaller volumetric compression ratio.
  • a special effect can be achieved according to Figure 8 by a second elevation 2a of the cam 2 on the same base circle.
  • the second cam elevation 2a allows both the inlet and the outlet valve to be opened with each crank revolution. Then, in a four-stroke engine, the braking power of the engine being towed can be increased in that both the intake and exhaust valves can be opened and closed once per crank revolution.
  • the elevation curve I of the exhaust valve and the elevation curve II of the intake valve as a function of the crank angle is shown in FIG. 8a in accordance with the normal four-stroke process.
  • the crank angle begins in the gas exchange UT.
  • FIG. 8b shows the valve control in braking mode.
  • the elevation I of the exhaust valve and the elevation II of the intake valve are plotted over the crank angle, which begins again in the gas exchange bottom.
  • the engine works here as a pure compressor. It can be seen that the outlet valve is also open between the gas exchange UT and the ignition TDC in the otherwise usual compression phase. The air is pushed out against a throttle valve located in the exhaust pipe and thereby Compaction work done.
  • the throttle valve is also available on common engine brakes, however, a braking effect is only achieved in the extension phase.
  • FIG. 9 shows an exemplary embodiment for the constructive solution of a rotary mechanism for the control piston 20.
  • the control piston 20 is extended via a piston rod 33 which has a square 34 in the area between the control piston 20 and the roller tappet 3.
  • This square 34 can be moved axially in a sleeve 35.
  • the sleeve 35 is axially immovable, but rotatably connected to the working cylinder 5.
  • the sleeve 35 can be rotated with respect to the working cylinder 5 by means of a lever 36, and the control piston 20 is also rotated with respect to the working cylinder 5 via the square 34, with the result that the control edges, as described in FIGS. 4 to 7, close the valve 1 or to open.
EP19900119505 1989-12-02 1990-10-11 Valve control for distribution valves of internal combustion engines Withdrawn EP0432404A3 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3939934A DE3939934A1 (de) 1989-12-02 1989-12-02 Ventilsteuerung fuer gaswechselventile von brennkraftmaschinen
DE3939934 1989-12-02

Publications (2)

Publication Number Publication Date
EP0432404A2 true EP0432404A2 (fr) 1991-06-19
EP0432404A3 EP0432404A3 (en) 1991-10-02

Family

ID=6394695

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19900119505 Withdrawn EP0432404A3 (en) 1989-12-02 1990-10-11 Valve control for distribution valves of internal combustion engines

Country Status (4)

Country Link
US (1) US5152258A (fr)
EP (1) EP0432404A3 (fr)
JP (1) JPH03233116A (fr)
DE (1) DE3939934A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1997006354A1 (fr) * 1995-08-08 1997-02-20 Diesel Engine Retarders, Inc. Moteurs a combustion interne a quatre temps avec freinage a commande de decompression a deux temps
EP1623100A2 (fr) * 2003-05-06 2006-02-08 Jacobs Vehicle Systems Inc. Systeme et procede permettant d'ameliorer les performances d'un systeme d'actionnement hydraulique
EP1694945A2 (fr) * 2003-12-04 2006-08-30 Mack Trucks, Inc. Systeme et procede pour la prevention de collision piston-soupape sur un moteur a combustion interne autre qu'a roue libre
EP1957762A2 (fr) * 2005-12-01 2008-08-20 Jacobs Vehicle Systems, Inc. Systeme et procede d'actionnement d'une soupape hydraulique
CN111188662A (zh) * 2020-01-07 2020-05-22 绵阳华博精工机械有限公司 气门机构

Families Citing this family (24)

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DE4007287A1 (de) * 1990-03-08 1991-09-12 Man Nutzfahrzeuge Ag Motorbremse fuer luftverdichtende brennkraftmaschine
JP2854461B2 (ja) * 1992-06-10 1999-02-03 株式会社新潟鉄工所 油圧式吸排気弁駆動装置
JP2642832B2 (ja) * 1992-06-10 1997-08-20 株式会社新潟鉄工所 油圧式吸排気弁駆動装置
JP2563796Y2 (ja) * 1993-03-05 1998-02-25 川崎重工業株式会社 内燃機関用油圧動弁装置
DE4427271B4 (de) * 1993-08-11 2009-04-16 Volkswagen Ag Ventiltrieb für ein nockenbetätigtes, schließfederbestücktes Hubventil
AT403835B (de) * 1994-07-29 1998-05-25 Hoerbiger Ventilwerke Ag Vorrichtung und verfahren zur beeinflussung eines ventils
US5647318A (en) 1994-07-29 1997-07-15 Caterpillar Inc. Engine compression braking apparatus and method
US5540201A (en) 1994-07-29 1996-07-30 Caterpillar Inc. Engine compression braking apparatus and method
US5526784A (en) 1994-08-04 1996-06-18 Caterpillar Inc. Simultaneous exhaust valve opening braking system
JP4129489B2 (ja) * 1995-08-08 2008-08-06 ジェイコブス ビークル システムズ、インコーポレイテッド カムと電子液圧エンジンバルブとの組み合わせ制御を有する内燃機関
US5746175A (en) * 1995-08-08 1998-05-05 Diesel Engine Retarders, Inc. Four-cycle internal combustion engines with two-cycle compression release braking
FI101998B1 (fi) * 1996-01-26 1998-09-30 Taimo Tapio Stenman Laite polttomoottorin venttiilien toiminnan ohjaamiseksi
US5758620A (en) * 1997-03-21 1998-06-02 Detroit Diesel Corporation Engine compression brake system
KR20010032344A (ko) * 1997-11-21 2001-04-16 디이젤 엔진 리타더스, 인코포레이티드 밸브 액츄에이션 시스템으로부터 공기 및 찌꺼기를제거하기 위한 시스템 시동 장치 및 방법
DE10155669A1 (de) * 2001-11-13 2003-05-22 Bosch Gmbh Robert Vorrichtung zur Steuerung mindestens eines Gaswechselventils
DE102004024266A1 (de) * 2004-05-15 2005-12-01 Daimlerchrysler Ag Vorrichtung zur Betätigung eines Gaswechselventils einer Brennkraftmaschine
KR101230884B1 (ko) * 2006-07-27 2013-02-07 기아자동차주식회사 자동차용 밸브 트레인 구조
BRPI0811983A2 (pt) * 2007-08-07 2014-11-18 Scuderi Group Llc Localização de vela de ignição para motor de ciclo dividido
US20090308340A1 (en) * 2008-06-11 2009-12-17 Gm Global Technology Operations, Inc. Cam-Driven Hydraulic Lost-Motion Mechanisms for Overhead Cam and Overhead Valve Valvetrains
US9915138B2 (en) * 2008-09-25 2018-03-13 Baker Hughes, A Ge Company, Llc Drill bit with hydraulically adjustable axial pad for controlling torsional fluctuations
CN104421007A (zh) * 2013-09-10 2015-03-18 谢庆生 配气相位和气门升程均独立连续可调的调节方法及装置
CN104405468A (zh) * 2014-09-30 2015-03-11 刘恩均 发动机液压开闭气门装置
US10233795B2 (en) * 2017-02-15 2019-03-19 Schaeffler Technologies AG & Co. KG Bypass valve for pressure oscillation control
SE543287C2 (en) * 2019-07-11 2020-11-17 Scania Cv Ab Control device and method for controlling a compression release brake arrangement, computer program, computer-readable medium and vehicle

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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1997006354A1 (fr) * 1995-08-08 1997-02-20 Diesel Engine Retarders, Inc. Moteurs a combustion interne a quatre temps avec freinage a commande de decompression a deux temps
EP1623100A2 (fr) * 2003-05-06 2006-02-08 Jacobs Vehicle Systems Inc. Systeme et procede permettant d'ameliorer les performances d'un systeme d'actionnement hydraulique
EP1623100A4 (fr) * 2003-05-06 2008-11-26 Jacobs Vehicle Systems Inc Systeme et procede permettant d'ameliorer les performances d'un systeme d'actionnement hydraulique
EP1694945A2 (fr) * 2003-12-04 2006-08-30 Mack Trucks, Inc. Systeme et procede pour la prevention de collision piston-soupape sur un moteur a combustion interne autre qu'a roue libre
EP1694945A4 (fr) * 2003-12-04 2009-12-16 Mack Trucks Systeme et procede pour la prevention de collision piston-soupape sur un moteur a combustion interne autre qu'a roue libre
AU2004314703B2 (en) * 2003-12-04 2010-06-24 Mack Trucks, Inc. System and method for preventing piston-valve collision on a non-freewheeling internal combustion engine
EP1957762A2 (fr) * 2005-12-01 2008-08-20 Jacobs Vehicle Systems, Inc. Systeme et procede d'actionnement d'une soupape hydraulique
EP1957762A4 (fr) * 2005-12-01 2009-11-11 Jacobs Vehicle Systems Inc Systeme et procede d'actionnement d'une soupape hydraulique
CN111188662A (zh) * 2020-01-07 2020-05-22 绵阳华博精工机械有限公司 气门机构

Also Published As

Publication number Publication date
DE3939934A1 (de) 1991-06-06
JPH03233116A (ja) 1991-10-17
US5152258A (en) 1992-10-06
EP0432404A3 (en) 1991-10-02

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